IR 05000272/1989018
| ML18094A662 | |
| Person / Time | |
|---|---|
| Site: | Salem  |
| Issue date: | 08/11/1989 |
| From: | Gray E, Strosnider J, Woodard C NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION I) |
| To: | |
| Shared Package | |
| ML18094A659 | List: |
| References | |
| 50-272-89-18, 50-311-89-16, NUDOCS 8909050228 | |
| Download: ML18094A662 (8) | |
Text
U.S. NUCLEAR REGULATORY COMMISSION
REGION I
Report Nos:
50-272/89-18 50-311/89-16 Docket No License No DPR-70 DPR.:..75 Licensee:
Public Service Electric and Gas Company P. 0. Box 236 Hancocks Bridge, New Jersey 08038 Facility Name:
Salem Units 1 & 2 Inspection At:
Lower Alloways To~nship, New Jersey Inspection Conducted:
June 20-23~ 1989 Inspectors: ~
//~
E:H: Gray, Seni~actor Engineer
£/( ~ :G - C tuo/JM/)
Approved by:
Materials and s /11 J e9 date 8/11 )8 9'
date 8/11/51 date Inspection Summary:
Inspection on June 20-23, 1989 (Combined Inspection Report Nos. 50-272/89-18 and 50-311/89-16)
Areas Inspected:
Routine unannounced inspection of the emergency diesel generators, fuel supply, related equipment and procedure Results:
No violations were identifie A deviation from the FSAR with regard to the type of emergency diesel fuel procured and an unresolved item regarding licensee dedication of commercial consumable materials such as fuel and lubrication oil for the emergency diesel generators were identifie Also, areas were identified where improvements in EOG reliability could be achieve These include control of diesel fuel quality, alarm response review to clarify specific operator actions, reduction of length of instrument tubing containing fuel and lube oil and providing for local manual EOG starting and operation in the event of control power failures to either the engine governor or starting air solenoid valves.
8909050228 890824 PDR ADOCK 05000272 Q
PGC
- DETAILS Persons Contacted Publice Service Electric and Gas Company
- R. Chranowski, Electrical Engineer
- S. Davies, Systems Engineer
- M. K. Gray, Technical Department
- M. Gross, QA
- J. Jackson, Tech Dept-Supervisor
- L. Miller, General Manager
- J. Morrison, Maintenance Sup W. Rodgers, Systems Engineer J. Rodriguerz, Maplewood Labs
- G. Roggio, Licensing Enginner
- W. Schultz, QA Ma,nager U.S. Nuclear Reg11lat0ry Commission
- S. Pindale, Resident Inspecto~
- Denotes those present at the exit interview on June 23, 198.0 Emergency Diesel Generator (EOG) Fuel Oil (TI 2515/100)
For the safe and reliable operation of the standby diesel generators, it is necessary to ensure the proper quality of the fue'I oi Appendix B to 10 CFR 50, and Regulatory Guide (RG) 1.137, provide the regulatory require-ment and an acceptable basis for a program to ensure the quality of EOG fuel oil, respectivel In response to recent industry problems, the NRC issued Information Notice 87-04 on January 16, 1987 to alert licensee and NRC personnel of potentially significant problems pertaining to long-term storage of fuel oi Assurance of the proper fuel oil quality requires purchasing the appropriate fuel oil and a receipt inspection to verify that the fuel oil is of the required quality prior to addition to the storage tank Since fuel oil degrades with time and external sources contribute contamination, periodic inspection is required to assure continued fuel oil qualit This inspec-tion was performed to determine the licensee's program for the procurement, receipt, storage, handling and control of EOG fuel oil to ensure adequate quality of the fuel oi Since the EDGs, their fuel systems, fuel program, and procedures are identical for Salem Units 1 and 2, this inspection applies to both units.
- EOG Fuel Procurement The EOG manufacturer (ALCO) in their fuel oil specification MI-13001F provides recommendations for fuel oil to provide efficient low maintenance operation of the engine The fuel characteristics specified closely match the characteristics for 2-0 diesel fuel as specified in ASTM specification 097 The ALCO fuel recommendations include the following:
Cetane Number - - - 40 min
Oistallation Temperature (90% point) - - - 640°F max
Flash Point - - - 125°F min
Water and Sediment - - - 0.05% max
Conradson Carbon Residue (10% bottoms)
0.35% max
Ash - *- - 0.01% max
V~scosity SSU at 100°F - - - 32-45
Sulphur -
1.8% max
Copper Strip Cor~osion - - - No. 3 max According to the licensee's FSAR section 9.5.4, the diesel fuel oil system stores and supplies the diesel generators with No. 2 diesel fuel and the diesel fuel oil is classified as safety related material within the Salem Quality Assurance Progra Procurement Contract 81-FF-631, Amendment No. 1 states that the fuel oil be considered as safety relate The UFSAR in Paragraph 9.5.4 specifies procedural requirements for fuel analysi The inspector reviewed the procurement and quality assurance involvement in fuel control and noted several problem A review of the licensee's EOG fuel oil procurement program disclosed that the fuel is not purchased to meet the EOG manufacturer's recommendations and it is not No. 2 diesel fuel as stated in the FSA Instead it is procured to the less restrictive requirements of ASTM 0396 as building heating fue The licensee indicated that the ASTM 0396 heat-ing fuel characteristics had been compared to the 0975 diesel engine fuel characteristic The heating fuel was considered to be satisfactor However, a written safety evaluation or justification for its use was not availabl Failure to use No. 2 diesel fuel in accordance with the FSAR commitments is a deviation (Deviation 50-272/89-18-01, 50-31i/89-16-0l).
There were no indications of vendor qualification; licensee source inspections of the vendor, fuel oil and tankers; licensee control of sampling, analysis, tankers, loading and transportin On the receiving
end at Salem, there was no evidence of the fuel -being received and control-led as safety-related materia The inspector reviewed requisitioning and receipt of fuel on site. Operations spot samples, one out of each four tanker trucks of fuel receive The fuel is offloaded fnto the ~ite 20,000 barrel bulk storage tank prior t~ th~ sample analysis (30 days later). Sample analyses are for water and sediment, specific gravity, and viscosit Analysis are not made for critical fuel parameters such as flash point, carbon residue, ash, sulfur and cetane number:
This item is unres-olved pending clarification of how the licensee dedicates commercial consumable materials such as fuel and lubrication 6il for the EOGs as safety related (Q) material (50~272/89-18-02, 50-311/89-16-02)
Fuel Storage As stated above, the incoming fuel oil is received and stored for both Salem Units in a 20,000 barrel above ground, bulk storage tan From this tank, fuel is supplied to the EOG 30,000 gallon storage tank The only quality control requirement for this oil is a technical specification requirement-to sample each of the EOG fuel storage tanks for viscosity, water and sediment at 92 days interva The inspector reviewed several recent sample~/analyse Analy~is is not made for the other fuel ~arameter Inspecti~n of the fuel sampling revealed that fuel samples are withdrawn from a single port located approximately 12 inches from the tank botto The EOG fuel pick-up line is only a fe~ inches above the bottom of the tan Therefore, water and sludge could build up and ent~r the EOG fuel pick-up point without detection and prevent start-up or shutdown an operating EOG uni The licensee does not treat the stor~d fuel oil with biocides or anti-oxidants to control biological growth and to minimize oxidation breakdown of the fue There are no provisions in the stored EOG fuel system for recirculation and filtration of the fuel to remove contaminant The licensee has no installed means for emptying the EOG fuel storage tanks for cleaning or to replace fuel oil that does not meet specificatio The licensee does not analyze the stored EOG fuels for biological gfowth contaminatio The EOG fuel storage tanks are not periodically bottom draine~ to remove wate However, the EOG day tanks are monitored for water accumulation by visual surveillance of the tank mounted sight gage and these tanks are bottom drained back to the fuel storage tanks during the monthly technical specification test of the fuel transfer pump.n 125 VOC EOG Con~rol Power
- EOG alarms and control devices such as generator field flashing, air start solenoid valves, and governor shutdown solenoids are powered from the safety rel_ated 125 Vdc battery supplie Each of the EOG units is powered from one of the 125 Vdc supplie Loss of this power supply disables these control and alarm circuit In order to alleviate this potential problem, the licensee has made provisions through the feeding and distribution panels to provide for "normal" and "standby" 125 Vdc
- *
supplie Upon the loss of the normal supply, the standby supply can be obtained by manually switching circuit breakers in the feeder and distribution cabinet Inspection of the feeder and distribution cabinet circuits disclosed electrical separation inconsistent with the Class lE guidelines found in IEEE Standard 38 A review of the licensee's operating procedures and breaker tagging precautions in the cabinets revealed that the two (normal and standby) circuits are prohibited from being energized simultaneously in the distribution panel Therefore, by administrative procedures rather than by design, proper electrical separation is achieve The inspector reviewed the consequences of the loss of 125 Vdc control power during the time interval between the loss of the normal supply and the manual restoration of power either by means of the standby supply or by restoring the normal suppl The following findings were mad *
Since the EOG units are redundant and each has its own separate 125 Vdc supply, loss of one supply will not impact the other EOG unit Loss of one EOG unit will not cu~prornise plant safet *
Loss of 125 Vdc will prevent automatic EOG start-u0 for the affected EO Vdc is required for the air start solenoids, generator field flash, turbocharger air-boost, and fuel rack reset circuit *
Loss of 125 Vdc with the EOG operating will not cause the affected EOG to shutdow However, regaining the i25 Vdc during operation may cause the EOG to shutdow Based upon a review of the EOG 125 Vdc control and dperating circuits with the licensee, there are provisions within the circuitry and EOG system design which would permit local manual start-up and operation of the EOG if desired (i.e., manual air start and governor speed control).
However, the licensee has no written procedures for accomplishing this local manual contro The licensee is currently evaluating the need and any require~
ments for this type of operatio EOG Governor The EOG governor normally operates by sensing engine speed from the A-C electrical output of the generato However, the governor also consists of a mechanical section with centrifugal flyweights to control engine spee The mechanical portion of the governor is normally set above the electrical speed control portion spee In the event of loss of electrical signal, the engine speed increases and the mechanical governor controls speed at the higher settin In order to change the speed setting, an operator must go to the governor on the engine and manually adjust the speed control kno The inspector found that there are no indications of speed near the engine or governo The speed indicators are in the EOG control panel room adjacent to the EOG roo Manual adjustment of speed either requires two people communicating between the speed indicator and the governor or one person running back and fort **
5.0 Temperature Indicating Thermocouples The engine cooling water jacket and lubrication oil temperature indication thermoco~ples were observed to be of exceisive length, unsupported and not protecte However, these devices are not safety related and serve (only)
to provide for local temperature indicatio.0 Diesel Generator Conditions Three instances were observed where the braiding for electrical/instrumen-tation wires were pulled away from the end attachment poin The braiding provided mechanical protection for these circuits in locations which were prone to damage from personnel walking on the EOG unit during maintenanc The braiding had provided the desired protection in that the circuits were not compromise However, the damage had not been adequately assessed or repaire One example of this was the Unit 1 BEDG Termination Cabinet WO 226626-A-1255 at the generator end of the EO Immediate repairs were initiated by the license.0 EOG Instrumentation The majority of EOG instrumentation indicators/controls/alarms are located outside the EOG room The appropriate EOG parameter is sensed, converted to an electrical signal proportioned to the parameter and the electrical signal is then transmitted to the remote locations for indication, control and/or alar rlowever, for measurements related to the EOG fuel oil, lube *oil and jack=t wat~r instrumentation tubing lines containing these same fluids extend from the EOG unit for a.distance of approximately 50 feet to instrumentation panels in the adjacent EOG local control roo Although from an instrumentation standpoint, this is con-sidered to be an acceptable way of deriving a signal, it was not apparent that the licensee has fully assessed the risk of line breakage, and the consequent loss of the EOG and potential fire problem.0 EOG Alarm Response Procedures There are 36 alarm response procedures for the Unit 2 EDG The inspector reviewed a sample of the alarm response procedures, discussed their use with an equipment operator and compared the procedures to the indicator*
lights and alarms in the diesel control roo The following weaknesses were identifie *
The procedure numbers are not shown on t~e alarms, requiring the operator to look through the procedures which are not indexed until the required procedure is locate *
The manual actions of some of the procedures do not indicate what the operator should do other than to check some reading or parameter.
- Th~ manual actions do not show the operator where outside assistance is required in all cases where the operator alone cannot be expected to identify and correct th~ problem caus The inspectors concluded that about one half of the EOG response procedures did not provide adequate, clear and readily usable guidance to the operator.0 Conclusions This inspection identified the following potential problems in the EO fuel system which require licen~ee action~
A deviation from the EOG manufacturer's fuel recommendations and the FSAR commitment to procure No. 2 diesel fue (Section 2.0)
An unresolved item regarding the use of commercial consumable materials such as fuel and lubricating oils as safety-related (Q)
materials without classificati1n, adequate controls, justification and verification of the materials currently in us (Section 2.0)
In addition to the above, this inspection identifiad the following
.concerns in the EOG systems that appeared to ~ffect the overall system
. reliabilit Inadequate EOG stored fueJ sampling that would not adequately detect water/sludge build up prior to iickup in the EOG fuel line (Section 2.0).
Inadequate or lack of use of biocides and antioxidants (Section 2,0).
Abnormal operating procedures that provide inadequate guidance to the operators for local manual starting and operation of the EOG in the event of the loss of the remote/automatic features (Section 3.0)..
Lack of local indicati6n of engine speed and procedures for use during manual operation of the engine governor speed control kno (See Section 4.0)
Lack of adequate protect~on and procedures to detect and protect wiring from mechanical damage (Section 6.0).
. Lack of local signal conversion from fluid to electrical for EOG fuel, jacket w.ater, and lube oil (Section 7.0).
Lack of adequate EOG alarm response procedures (Section 8.0).
-.
10.0 Unresolved Items Unresolved items are matters about which more information is required in order to ascertain whether they are acceptable items or violation The untesolved ttem is discussed in Part 2 of this repor.0 Exit Interview The inspector met with licensee management representatives (see Section 1.0 for attendees) at the conclusion of the inspection on June 23, 198 The inspector summarized the scope and findings of the inspection at that tim At no time during this inspection was written material provided to the license.e by the inspecto *